Bearing device of a transverse leaf spring that can be mounted in the region of a vehicle axle of a vehicle

ABSTRACT

A bearing mechanism ( 4 ) for a transverse leaf spring ( 1 ) for mounting in the region of a vehicle axle of a vehicle. The bearing mechanism ( 4 ) has two outer bearing shells ( 6, 7 ) that can be connected together and insertion devices ( 9, 10 ) with at least some regions of which are encompassed by the outer bearing shells ( 6, 7 ) and which each comprise at least two layer elements ( 9 A,  9 B,  9 C and  10 A,  10 B,  10 C) with different stiffnesses. In the assembled state, the insertion devices ( 9, 10 ) are each disposed between the outer bearing shells ( 6, 7 ) and the transverse leaf spring ( 1 ). The insertion devices ( 9, 10 ) can be connected to the outer bearing shells ( 6, 7 ) and the transverse leaf spring ( 1 ), via a bolt device ( 8 ) which connects the outer bearing shells ( 6, 7 ) together and to a vehicle chassis at least in a force locking manner.

This application is a national stage completion of PCT/EP2010/061678filed Aug. 11, 2010 which claims priority from German Application SerialNo. 10 2009 028 893.7 filed Aug. 26, 2009.

FIELD OF THE INVENTION

The invention relates to a bearing mechanism for a transverse leafspring that can be mounted in the region of a vehicle axle of a vehicle.

BACKGROUND OF THE INVENTION

A wheel suspension for a motor vehicle having a transverse leaf springdisposed transverse to the motor vehicle is known from the document EP 1645 445 B1. The transverse leaf spring comprises a central region andtwo opposing end regions, where the transverse leaf spring is connectedin the central region to a vehicle chassis via two central bearings, andin the end regions it is operatively connected to wheel carriers via endbearings.

The central bearings are each formed having two outer bearing shellsthat can be connected together and having insertion devices encompassedby the outer bearing shells. The insertion devices each comprise atleast two layer elements having different stiffness, wherein, in theassembled state, the insertion devices are each disposed between theouter bearing shells and the transverse leaf spring.

The layer elements of the insertion devices that in the installed stateface toward the transverse leaf spring and are designed with increasedstiffness, are bolted together in the longitudinal direction of thevehicle, both before and after the transverse leaf spring, whereby theinsertion devices can be preassembled at the transverse leaf springindependently of the outer bearing shells. In addition, pretensioningforces in the region of the insertion devices can be precisely adjustedvia the bolted connections. The outer bearing shells are securelyconnected together via a separate bolted connection, and abut each otherin the region of a separation plane.

Disadvantageously, the above-described leaf spring suspension ischaracterized by a need for a large amount of construction space and byproduction complexity that is greater than desired, in the region of thecentral bearings in particular, since the layer elements of theinsertion devices, which can be bolted together, must be implemented assolid and provided with a threading in order to receive the boltingregions and transmit the pretensioning forces. In addition, the centralbearings comprise a large number of parts, thereby further increasingthe need for construction space and the production costs.

A transverse leaf spring made of a fiber-plastic composite material, anda bearing mechanism for a transverse leaf spring that can be mounted inthe region of a vehicle axle of a vehicle is known from WO 2008/125076A1. To ensure that axial motions of the transverse leaf spring in theinstalled state in a motor vehicle can be ruled out, and to provide amicrostructure of the transverse leaf spring that is not destroyed, thetransverse leaf spring is formed in the region of a central fasteningsection perpendicular to the longitudinal axis thereof with at least oneconstriction into which a force introduction element of the bearingmechanism can be inserted in a form-locking and force locking manner.The constriction is formed in the region of a surface of the transverseleaf spring, the surface normal of which is oriented substantiallyhorizontal in the mounted state of the transverse leaf spring in avehicle.

A disadvantage thereof is that the bearing mechanism comprises rigidbearing elements which impede movement of the transverse leaf spring inthe clamped bearing region and thereby impair an overall behavior of thespring system and the overall spring action to an undesired extent.

SUMMARY OF THE INVENTION

Therefore, the problem addressed by the present invention is that ofproviding a bearing mechanism of a transverse leaf spring that can bemounted in the region of a vehicle axle of a vehicle, which can beproduced easily and cost effectively, is characterized by a lowconstruction space requirement, and in the region of which movement of atransverse leaf spring is ensured to an extent necessary for theoperation.

The bearing mechanism according to the invention that can be mounted inthe region of a vehicle axle of a vehicle is formed having two outerbearing shells that can be connected together and having insertiondevices at least some regions of which are encompassed by the outerbearing shells. The insertion devices each comprise at least two layerelements having different stiffness, wherein, in the assembled state,the insertion devices are each disposed between the outer bearing shellsand the transverse leaf spring.

According to the invention, the insertion devices can be connected tothe outer bearing shells and the transverse leaf spring via a boltdevice connecting the outer bearing shells together and to a vehiclechassis at least in a force locking manner.

The bearing mechanism according to the invention is more favorable interms of construction space compared to bearing mechanisms known fromthe prior art since the bearing mechanism can be assembled on thetransverse leaf spring merely in the region of the outer bearing shellsusing a bolt device that in turn solidly connects the bearing mechanismto the vehicle chassis or to an auxiliary frame connected thereto. Inthe assembled state of the bearing mechanism, pretensioning force isapplied to the insertion devices via the bolt device.

As there are no additional bolt devices in the region of the insertiondevices, then, compared to the solutions known from the prior art, thelayer elements can be designed with small dimensions and also producedcost-effectively because no threads need to be cut into the layerelement, for example.

In addition, rotational movement of the transverse leaf spring in theregion of the bearing mechanism required for operating the transverseleaf spring with simultaneously sufficiently high bearing rigidity ispossible due to the layer elements of the insertion devices beingdesigned with different stiffnesses, whereby different spring rates canbe adjusted for the unidirectional and alternating deflections in theregion of the wheels of the two sides of the vehicle.

In addition, wheel suspension functions can also be adjusted using thetransverse leaf spring due to the different stiffnesses of the layerelements, because bearing stiffness in the transverse direction of thevehicle for example can be set appropriately high, and shifting of thetransverse leaf spring in the transverse direction of the vehicle can beavoided in a simple manner.

Additionally, bearing stiffness of the bearing mechanism according tothe invention can be sufficiently adjusted also in the verticaldirection of the vehicle by means of a sufficient frictional connectionbetween the bearing mechanism and the transverse leaf spring. In thissimple manner, it is possible during alternating deflections to avoidundesired shifting corresponding to a rigid body, or movement of thetransverse leaf spring in the region of the bearing mechanism. Withappropriately high bearing stiffness of the bearing mechanism accordingto the invention in the vertical direction of the vehicle, a targeteddeformation of the transverse leaf spring is attained in the shape of aso-called S-stroke, resulting in a higher alternating spring rate in theregion of the transverse leaf spring compared to simultaneousdeflections without an appropriate S-stroke.

In an advantageous embodiment of the bearing mechanism according to theinvention, the outer bearing shells are each at least approximatelyL-shaped and adjoin each other in the region of two separation planes,thereby ensuring that the support surfaces and the contact surfaces ofthe outer bearing shells to one another and at the insertion devices canbe easily reworked. The outer bearing shells can each be producedpreferably as a cast component out of steel, iron, aluminium or othersuitable materials, wherein the outer bearing shells can also beproduced using further alternative production methods and other suitablematerials depending on the particular application.

In a further advantageous embodiment of the bearing mechanism accordingto the invention, the outer bearing shells are each at leastapproximately U-shaped and adjoin each other in the region of twoseparation planes, thereby ensuring that the upper outer bearing shelland the lower outer bearing shell, in the assembled state, can each beprocessed in one production step. A separation between the contactsurfaces, which face each other, of the outer bearing shellsencompassing the transverse leaf spring makes it possible to rework thecontact surfaces between the outer bearing shells and the insertiondevices. The outer bearing shells in this embodiment of the bearingmechanism can preferably likewise be formed as a cast component out ofsteel, iron or aluminum or alternatively as a cold extrusion component.

The outer bearing shells, in the region of regions that laterallyoverlap the transverse leaf spring in the vertical direction of thevehicle in the assembled state, can each be formed with a web in orderto limit movement of the insertion device in the longitudinal directionof the vehicle.

In a further advantageous embodiment of the bearing mechanism accordingto the invention, the layer elements formed with greater stiffness arehalf-shell shaped and convex between end regions oriented in the axialdirection of the transverse leaf spring, and the end regions of thelayer elements point away from the surface of the transverse leafspring. It is thereby easily ensured that elastic deformations andresulting tilting motions of the transverse leaf spring are madepossible, in particular during alternating deflection in the region ofvehicle axle to which the transverse leaf spring is assigned, and damageto the transverse leaf spring caused by unwanted contact between thesurface of the transverse leaf spring and the free ends of the insertiondevices is avoided when the transverse leaf spring undergoes largedeformations.

The layer elements of the insertion devices formed with the lowerstiffness and having bulge-like end regions preferably pointing in thetransverse vehicle direction in the assembled state, each encompass theouter bearing shells in an advantageous embodiment of the mechanismaccording to the invention, wherein the outer bearing shells preferablyengage into the bulge-like end regions of the layer elements withprojections. As a result, the insertion devices can be appropriatelypositioned in the transverse vehicle direction with respect to the outerbearing shells, whilst the positioning between the insertion devices andthe outer bearing shells in the longitudinal vehicle direction isguaranteed using projections of the outer bearing shells engaging intothe layer elements or the bulge-like end regions thereof, and thereforeit is possible to easily assemble the bearing mechanism.

In order to be able to transfer forces and torques acting duringoperation of a vehicle from the layer elements with the lowest possiblesurface pressure and designed with low stiffness, into the regionbetween the insertion devices and transverse leaf spring, an insertionpart of the insertion devices that is at least nearly semi-cylindrical,is disposed in each case between the layer elements of the insertiondevices and the transverse leaf spring; the insertion part beingdesigned preferably with greater stiffness than the layer elementsdesigned with lower stiffness.

The term insertion parts designed at least nearly semi-cylindricallyincludes all volumetric shapes which are designed at least having atleast nearly circular segment-like base surfaces offset to each other.The possibility exists that the curve of the base connecting the chordends is designed having a circular or elliptical shape. In furtherdevelopments, the chord is formed straight or possibly curved,preferably convex. Depending on the respective application case, theregion of the transitions between the chord and the curve of the basecan have edges or corresponding roundings.

In order to avoid damaging the transverse leaf spring in the region ofthe bearing mechanism during operation of the vehicle, the insertionparts of the insertion devices can be formed having a resilientprotective coating at least in contact regions facing the transverseleaf spring in the assembled state. In a further advantageous embodimentof the bearing mechanism according to the invention, alternatively or inaddition thereto, the layer elements formed with greater stiffness areprovided with a resilient protective coating in the end regions, atleast in sections.

The bearing stiffness of the bearing mechanism according to theinvention can be varied in that at least the layer elements formed withlower stiffness comprise recesses.

In a further advantageous embodiment of the bearing mechanism accordingto the invention, the layer elements formed with the lower stiffnessoverlap the transverse leaf spring with stop regions in the assembledstate in the longitudinal direction of the vehicle and in the verticaldirection of the vehicle at least in sections, in order to be able toposition the multi-part insertion devices during assembly in a simplemanner with respect to the transverse leaf spring, and to be able tosupply a soft support of the transverse leaf spring in the longitudinaldirection of the vehicle in the region of the outer bearing shells in aconstructively simple manner.

The stop regions can be designed in the contact regions facing thetransverse leaf spring and/or in the contact regions facing the outerbearing shells, with projections and/or recesses oriented at leastnearly in the longitudinal direction of the vehicle, in order to attaindifferent bearing stiffnesses via the shift of the transverse leafspring in the region of the bearing mechanism according to theinvention, where the stop regions acting as a bearing stops can bedesigned differently ahead of and behind the transverse leaf spring inthe longitudinal direction of the vehicle with respect a front of thevehicle, in order to be able to represent correspondingly differentbearing characteristics.

To enable acting forces and torques to be introduced from insertiondevices into the transverse leaf spring without relative movementbetween the insertion devices and the transverse leaf spring duringoperation of a vehicle, in a further advantageous embodiment of thebearing mechanism according to the invention, at least one of theinsertion devices in a contact surface facing a support surface isdesigned having at least one receiving device into which a region of thetransverse leaf spring engages in the assembled state of the insertiondevices. The bearing mechanism according to the invention is thereforeconnected to the transverse leaf spring via the frictional connectionproduced by the bolt device and in a form-locking manner, wherein theform-locking between the bearing mechanism and the transverse leafspring is preferably designed such that the lowest possible additionalstresses arise in the transverse leaf spring due to the form locking;such stresses possibly impact the function of the transverse leaf springto an undesired extent and reduce a service life of the transverse leafspring.

Additionally or alternatively thereto, in further advantageousembodiments of the bearing mechanism according to the invention, aform-locking can be produced between the bearing mechanism and thetransverse leaf spring in that, in the region of one of the supportsurfaces of the transverse leaf spring a recess is formed for each ofthe insertion devices, and at least sections of the insertion devicesengage therein in a form-locking manner.

Preferably, the region of the transverse leaf spring engaging into theinsertion devices is in the region of the recess of the transverse leafspring, whereby progression of fibers of a transverse leaf springpreferably produced from a composite material deviate only minimally inthe region of the bearing mechanism from the progression necessary forthe operation of the transverse leaf spring.

Further advantages and advantageous embodiments of the subject matteraccording to the invention arise from the patent claims and the exampleembodiments described in the following based on the drawings, where forthe sake of clarity, in the description of the different exampleembodiments components that are the same or functionally equivalent areprovided with the same reference numbers.

Features specified in the dependent claims as well as the featuresspecified in the following example embodiments of the bearing mechanismaccording to the invention are suitable, alone or in any arbitrarycombination of the subject matter according to the invention, to befurther developed. The respective combinations of features with respectto the further development of the subject matter according to theinvention do not represent limitations, but rather merely compriseexamples.

BRIEF DESCRIPTION OF THE DRAWINGS

They show:

FIG. 1 a highly schematic representation of a transverse leaf springhaving two outer guide bearings and two bearing mechanisms according tothe invention, disposed in the center region of the transverse leafspring;

FIG. 2 a three-dimensional representation of a first embodiment of thebearing mechanism according to the invention that is disposed in acenter region of a transverse leaf spring;

FIG. 3 the bearing mechanism according to FIG. 2 in a longitudinalsectional view along a longitudinal sectional plane E3 shown in moredetail in FIG. 2;

FIG. 4 the bearing mechanism according to FIG. 2 in a sectional viewalong the transverse sectional plane E4 shown in more detail in FIG. 2;

FIG. 5 the bearing mechanism according to FIG. 2 in a three-dimensionalindividual view in an exploded representation;

FIG. 6 an alternate embodiment of an outer bearing shell of the bearingmechanism according to FIG. 2;

FIG. 7 a representation of a transverse leaf spring, corresponding toFIG. 2, that is supported at a vehicle chassis by means of a secondembodiment of the bearing mechanism according to the invention;

FIG. 8 a longitudinal sectional view of the bearing mechanism accordingto FIG. 7 along a sectional plane E8 shown in more detail in FIG. 7;

FIG. 9 a side view of the bearing mechanism according to FIG. 7;

FIG. 10 a cross-sectional view of the bearing mechanism according toFIG. 7 along a sectional plane E10 shown in more detail in FIG. 7;

FIG. 11 a representation according to FIG. 8 of a second embodiment ofthe bearing mechanism depicted in FIG. 7;

FIG. 12 a view according to FIG. 10 of the bearing mechanism accordingto FIG. 11; and

FIG. 13 to FIG. 21 each, a partial view of different embodiments of thetransverse leaf spring in an assembly region of the bearing mechanismaccording to the invention.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a highly schematic representation of a transverse leafspring 1 that can be mounted in the region of a vehicle axle of avehicle. The transverse leaf spring 1 is supported at the end regions1A, 1B thereof facing toward wheels of the vehicle axle, in outerbearings 2, 3 or guide bearings, designed here as so-called bearingshoes, and connected to wheel carriers of the vehicle axle.

The transverse leaf spring 1 in the center region thereof is effectivelyconnected, directly to a vehicle chassis or to an auxiliary frameconnected in turn the vehicle chassis and supported thereon via bearingmechanisms 4, 5 acting as a central bearing. The bearing mechanisms 4and 5 are disposed symmetrically about the center of the transverse leafspring 1 and connect the mechanisms to the vehicle chassis in a mannerdescribed below, where rotations of the transverse leaf spring 1 in theregion of the bearing mechanisms 4 and 5 are possible to the requiredextent during unidirectional and alternating spring actions such thatdifferent spring rates can be adjusted using the transverse leaf spring1 with unidirectional and alternating deflections in the regions 1A and1B.

The bearing mechanisms 4 and 5 have high bearing stiffness in thetransverse direction of the vehicle, or respectively the y-direction,and during operation of a vehicle constructed with the transverse leafspring 1 and the bearing mechanisms 4 and 5, deform only marginally inthe y-direction, in order to take on wheel guiding tasks along with thedescribed suspension function. The high bearing stiffness in they-direction offers the additional possibility to avoid an overall shiftof the transverse leaf spring 1 in the transverse direction of thevehicle, or respectively the y-direction, in a simple manner.

In order to create the frictional connection between the bearingmechanisms 4 and 5 and transverse leaf spring 1 necessary for thetrouble-free function of the transverse leaf spring 1, the two bearingmechanisms 4 and 5 are also designed with a correspondingly high bearingstiffness in the vertical direction of the vehicle, or z-direction.Furthermore, due to the high bearing stiffness of the bearing mechanisms4 and 5 in the vertical direction of the vehicle, the transverse leafspring 1 does not have the shift of a rigid body in the region of thebearing mechanisms 4 and 5 during alternating deflection of the endregions 1A and 1B. During alternating deflection, the transverse leafspring 1 is accordingly deformed in a targeted manner in a so-calledS-stroke, and provides a higher alternating spring rate.

FIG. 2 shows a three-dimensional representation of the transverse leafspring 1 designed as a beam-like spring element. The transverse leafspring 1 is connected to and supported at a vehicle chassis, not shownin more detail, by the two bearing mechanisms 4, 5, and connected viathe two end region bearing mechanisms 2, 3 to the wheels of a vehicleaxle of the vehicle, and supported in the end regions 1A, 1B. Theso-called four point bearing allows both vertical suspension and rollsuspension in the region of the transverse leaf spring 1, wherebyconventional suspension springs and stabilizers known from the prior artare omitted. Along with the cited suspension functions, wheel guidingfunctions can also be provided by the transverse leaf spring 1 in acorresponding embodiment of the bearing mechanisms 4 and 5, and the endregion bearings 2 and 3. Along with great cost savings potential, thepresent spring system also provides the possibility for weight reductionin the region of the vehicle axle due to appropriate selection of thematerial for producing the transverse leaf spring 1, for example fibercomposite material.

FIG. 3 shows a longitudinal view of the bearing mechanism 4 alongsectional plane E3, graphically depicted in FIG. 2 only by a dash-dottedline, which corresponds to a so-called yz-sectional plane. FIG. 4 showsa cross-sectional view of the bearing mechanism 4 along across-sectional plane E4, likewise depicted as a dash-dotted line inFIG. 2, where the cross-sectional plane E4 corresponds substantially toa so-called xz-cross-sectional plane. FIG. 5 graphically portrays athree-dimensional exploded diagram of the bearing mechanism 4 in anindividual view.

The bearing mechanisms 4 and 5 fundamentally comprise the sameconstruction, which is why the following description for FIG. 2 to FIG.6 mainly describes only the bearing mechanism 4.

The bearing mechanism 4 comprises two outer shell bearing shells 6, 7that can be connected together, which are presently connected togethervia a bolt device 8 comprising four bolt elements 8A to 8D, where bymeans of the bolt device-side connection a pretensioning force necessaryfor producing the frictional connection between the bearing mechanism 4and the transverse leaf spring 1 can be applied to insertion devices 9,10 disposed between the outer bearing shells 6 and 7. The bearingmechanism 4 can also be connected to the vehicle chassis, or theauxiliary frame, via the bolt device 8.

The outer bearing shells 6 and 7 are presently formed angled orL-shaped, and adjoin each other in the region of two separation planesTE1 and TE2. Additionally, the outer bearing shells 6 and 7, in theregions thereof overlapping the transverse leaf spring 1 in the verticaldirection of the vehicle, are each formed with a web 13, by means ofwhich movement of the insertion devices 9 and 10 is limited in thelongitudinal direction of the vehicle, or in the x-direction.

Moreover, the outer bearing shells 6 and 7 can be designed to simplifyassembly with centering devices that comprise alignment pins fitted intocorresponding bore holes of the outer bearing shells 6 and 7, whereinthe outer bearing shells 6 and 7 are centered to each other using tongueand groove implementations or the like depending on the application caseand the discretion of the person skilled in the art.

Both the outer bearing shells 6 and 7 and the insertion devices 9 and 10are formed identically, in order to keep the production costs of thebearing mechanism 4 as low as possible. The insertion devices 9 and 10are formed here having three layer elements 9A to 9C, or 10A to 10C, andeach having an insertion part 9D or 10D that is formed substantiallysemi-cylindrically. Here, the layer elements 9A and 10A of the insertiondevices 9 and 10 are produced from a resilient material, which isapplied during a vulcanization onto the metal layer elements 9B, 9C or10B, 10C, and onto the insertion parts 9D and 10D that are presentlysimilarly produced from metal, or which encompasses the layer elements9B, 9C or 10 B, 100 as well as the insertion parts 9D or 10D.

The insertion parts 9D and 10D can also be produced from plastic, fibercomposite materials, natural materials, such as wood, stone and thelike, as well as from different metal materials.

The layer elements 9B, 9C or 10B, 100 are designed with greaterstiffness than the layer elements 9A or 10A, and between end regions9B1, 9B2, 9C1, 9C2 or 10B1, 10B2, 10C1, 10C2 oriented in the axialdirection of the transverse leaf spring 1 comprise regions formedsubstantially as convex, half-shell shaped hollow cylinders. The endregions 9B1, 9B2 or 10B1, 10B2 of the layer elements 9C or 10B areconnected to the convex regions with respect to the surface 11 viaconcave curved regions, and face away from the surface 11 of thetransverse leaf spring 1, whereby damage to the layer element-side ofthe surface 11 during large deflections of the transverse leaf spring 1is avoided in a constructively simple manner. Damage to the surface 11of the transverse leaf spring 1 is additionally further reduced by thelayer element-side or rubbery-like coating of the layer elements 9B, 9Cor 10B, 10C and the insertion parts 9D or 10D.

The protective coating regions of the layer elements 9A or 10A betweenthe insertion parts 9D or 10D and the contact surfaces 11A, 11B of thetransverse leaf spring 1 sufficiently protect the surface 11 of thetransverse leaf spring 1 against damage during oscillating loads whichimpact the service life of the transverse leaf spring to an undesiredextent.

In addition, the protective coating can prevent fine dirt particles frompenetrating between the insertion parts 9D and 10D and the transverseleaf spring 1. Here it is also conceivable that the insertion parts 9Dand 10D are bonded to the surface 11 of the transverse leaf spring 1 forpreventing the penetration of dirt particles, where this can be designedin the embodiment with or also without the protective coating.

Furthermore, the vulcanization coating of the insertion parts 9D and 10Dcan compensate for manufacturing tolerances in the region of theform-locking between the bearing mechanism 4 of the transverse leafspring 1, and a coefficient of friction between the insertion parts 9Dand 10D and the transverse leaf spring 1 can be increased by suitablematerial selection and corresponding surface characteristics of theprotective coating.

The insertion devices 9 and 10 are connected to the outer bearing shells6 or 7 in a form-locking manner via bulge-like end regions 9A1, 9A2, or10A1, 10A2 of the layer elements 9A or 10A, whereby during assembly ofthe bearing mechanism 4 the insertion devices 9 and 10 are positioned inthe y-direction with respect to the bearing shell 6 or the bearing shell7. Additionally, the insertion devices 9 and 10 are positioned duringassembly in the x-direction, or in the longitudinal direction of thevehicle, via centering regions 6A, 7A of the outer bearing shells 6 and7, which in the assembled state of the bearing mechanism 4 engage in aform-locking manner into the bulge-like end regions 9A1, 9A2 or 10A1,10A2 of the layer element 9A or 10A.

During assembly, the two outer bearing shells 6 and 7 are slipped ontothe insertion devices 9 and 10 and are positioned in the outer bearingshells 6 and 7 through notches of the bulge-like end areas 9A1, 9A2 or10A1, 10A2, into which the projections 6A, 7A of the outer bearingshells 6 and 7 engage.

The required bearing stiffnesses are adjusted via the integration of themetal layers, or layer elements 9B and 9C or 10B, 10C, in the resilientlayer elements 9A and 10C. Additionally, there are cavities or recesses9A3, 9A4 or 10A3, 10A4 in the regions of the layer elements 9A and 10Ain order to adjust the bearing stiffness of the bearing mechanism 4 tothe present requirements. The insertion parts 9D and 10D are each formedin regions with recesses 9D1 or 10D1 facing the layer elements 9C or10C.

Furthermore, in the contact surfaces 9E and 10E that are facing thesupport surfaces 11A and 11B of the transverse leaf spring 1, theinsertion devices 9 and 10 are formed each having at least one receivingdevice 9F or 10F, into which in the assembled state of the insertiondevices 9 and 10 a region 1C or 1D of the transverse leaf spring 1engages in a form-locking manner. Additionally, in the verticaldirection of the vehicle, or z-direction, the transverse leaf spring 1in the region of the support surfaces 11A and 11B, comprises recesses11C, 11D each for the insertion devices 9 or 10, and into which theinsertion devices 9 and 10 engage in a form-locking manner viacorrespondingly shaped insertion parts 9D and 10D, so that duringoperation of a vehicle relative movement of the transverse leaf spring 1in the transverse direction of the vehicle, or in the y-direction withrespect to the vehicle chassis, is avoided in a constructively simplemanner and also via an additional form-locking between the transverseleaf spring 1 and the bearing mechanism 4 in addition due to the forcelocking connection to the bearing mechanism 4.

The recesses 11C and 11D, or the contours of the recesses 11C and 11D,are formed such that during operation stress is distributed as uniformlyas possible in a contact region of the bearing mechanism 4 at thetransverse leaf spring 1 which favorably influences the service life ofthe transverse leaf spring 1. The contour of the recesses 11C and 11Deach substantially correspond to a special cosinusoidal indentation inthe y-direction, thereby attaining a stress distribution that is asuniform as possible in the bearing region of the transverse leaf spring1. The outer bearing shells 6 and 7 are each formed having contactsurfaces 12 to the vehicle chassis or for the auxiliary frameoperatively connected to the vehicle chassis, in order to guarantee adirect as possible force flow between the bearing mechanism 4 and thevehicle chassis. However, departing therefrom, it is possible to formthe bearing shells 6 and 7 differently at least in sections, in order toadapt the bearing mechanism 4 to the available construction spaces or toimplement so-called poka-yoke requirements that effectively preventincorrect assembly of the bearing mechanism 4.

Additionally, the position of the bearing mechanism 4 at the transverseleaf spring 1, which is essential for the overall function of thesystem, is also defined using the form-locking between the transverseleaf spring 1 and to bearing mechanism 4.

The present transverse leaf spring 1 is formed having a variablecross-section. In order to keep the portion of fibers in the crosssection of the transverse leaf spring 1 as constant as possible, thereexists the possibility that in the assembly region of the bearingmechanisms 4 and 5 in the longitudinal direction of the vehicle, thetransverse leaf spring 1 is designed with a slightly broadercross-section than in comparison to the remaining cross-section.Alternatively, it is possible that the transverse leaf spring 1 isformed with a constant cross-section over the entire length.

The transverse leaf spring 1, in the region of the surface 11 thereof,is designed at least in the contact region to the bearing mechanisms 4and 5 having a special surface coating and/or surface treatment, inorder to increase the hardness of the surface 11 of the transverse leafspring 1 with respect to the remaining surface 11, and/or to increasethe coefficient of friction for increasing the connection forces in theregion of the form-locking between the transverse leaf spring 1 and thebearing mechanism 4 and 5. Additionally it is possible to use a specialsurface coating and/or surface treatment of the surface 11 of thetransverse leaf spring 1 in order to facilitate or simplify themanufacturing process for producing the regions 1C and 1D of thetransverse leaf spring 1, for instance the process of demolding thetransverse leaf spring 1 from the tool.

For example, an adhesive layer, a varnish layer, a plastic material anda plastic layer implemented with nanoparticles, are conceivable as asurface coating. During a surface treatment, the surface 11 of thetransverse leaf spring 1 is pretreated with a fluid increasing theadhesion properly of the surface for example, and then particlesincreasing the hardness or the coefficient of friction are applied ontothe surface of the transverse leaf spring in the cited region, forexample by vapor deposition.

The bearing mechanism 4 is pretensioned by the four bolt elements 8A to8D, where high bearing stiffnesses in both the z-direction andy-direction with simultaneously low torsion stiffness about thelongitudinal axis of the vehicle can be made available by means of theform-locking and force locking connection between the bearing mechanism4 and the transverse leaf spring 1. During the assembly of the bearingmechanism 4, the insertion devices 9 and 10 are placed onto the top sideand bottom side of the transverse leaf spring 1, and centered on thetransverse leaf spring 1 in the transverse direction of the vehicle, orin the y-direction, by the regions 1C and 1D of the transverse leafspring 1 engaging into the insertion devices 9 and 10, whereby precisefixing of the bearing mechanism 4 on the transverse leaf spring 1 isguaranteed.

The center of rotation of the two insertion devices 9 and 10 in theassembled state of the bearing mechanism 4 and 5 lies substantially onthe neutral fiber of the transverse leaf spring 1, whereby deformationsin the region of the insertion devices 9 and 10 are advantageously ofsubstantially uniform extent. The recesses 11C and 11D of the transverseleaf spring 1, which are preferably cosinusoidal the transversedirection of the vehicle, provide a form-locking connection of thebearing mechanism 4 to the transverse leaf spring 1, where thecosinusoidal form, or the cosinusoidal transition between the surface 11of the transverse leaf spring 1 outside of the recesses 11C and 11D andthe support surfaces 11A and 11B in the region of the recesses 11C and11D guarantees a transition that is as smooth as possible in theprogression of the individual fibers of the transverse leaf spring 1produced from composite material. The smooth transition in theprogression of fibers of the transverse leaf spring 1 prevents adverseinfluence to the service life of the transverse leaf spring 1 in asimple mariner.

The outer bearing shells 6 and 7 in the example embodiment of thebearing mechanism 4 shown in FIG. 2 to FIG. 5 are designed as cast ironcomponents that in the assembled state comprise two separation planes.

In an alternative embodiment, the outer bearing shells 6 and 7 shown inFIG. 6 comprise a substantially U-shaped cross-section. The outerbearing shell 6 or 7 according to FIG. 6 is also designed as a cast ironcomponent, and in the region of a separation plane abuts the respectiveother outer bearing shell 7 or 6. The upper and lower side of the outerbearing shells 6 and 7 can each be processed during a production step.

Depending on the respective application case, it is also possible thatthe outer bearing shells are produced from steel, aluminum or anothersuitable material. Furthermore, the outer bearing shells can also beimplemented as a cold extrusion part.

FIG. 7 shows a representation of the transverse leaf spring 1corresponding to FIG. 2, that is connected to the vehicle chassis via asecond embodiment of the bearing mechanisms 4 and 5. The bearingmechanisms 4 and 5 basically have the same structure, which is why thefollowing description references only the bearing mechanism 4.

The outer bearing shells 6 and 7 are formed as sheet metal shells thatcan be connected to the auxiliary frame or directly to the vehiclechassis. Departing from this, the outer bearing shells can also bedesigned as cast parts or as cold mass forming parts.

The outer bearing shells 6 and 7 have a symmetrical shape to reduceproduction costs. In the previously described manner, the outer bearingshells 6 and 7 comprise the insertion devices 9 and 10 that are eachformed from multiple parts and comprise one element implementedelastically at least in sections, which is shown in more detail in eachof the sectional representations 8 to 10 or 11 and 12.

In the example embodiment of the transverse leaf spring 1 represented inFIG. 8 to FIG. 10, the transverse leaf spring comprises elevations 16,17 in each of the contact regions of the bearing mechanism 4 at thetransverse leaf spring 1, onto which the insertion devices 9 and 10 areplaced with the layer elements 9A to 9C or 10A to 10C. The elevations 16and 17 substantially take on the function of the insertion parts 9D or10D of the insertion devices 9 and 10 according to FIG. 2 to FIG. 5.

In order to be able to adjust the bearing mechanism 4 to the desiredbearing stiffness, the insertion devices 9 and 10, differing from theembodiment represented in FIG. 8 to FIG. 10, can be formed withadditional layer elements increasing the stiffness and formed as aninsertion metal sheets, or with recesses in the region of the layerelements 9A or 10A.

The layer elements 9C or 10C of the insertion devices 9 and 10, in theexample embodiment represented in FIG. 8 to FIG. 10, are disposedbetween the resilient layer elements 9A or 10A and the transverse leafspring 1 and, depending on the respective application case, can beproduced from metal, plastic, reinforced plastic or fiber reinforcedplastic. The layer elements 9C and 10C are connected by vulcanization toeach of the resilient layer elements 9A and 10A, where depending on theapplication case one of the layer elements 9B, 9C, or 10B, 10C can beomitted.

The layer element disposed directly on the transverse leaf spring 1 mustbe designed such that the surface 11 of the transverse leaf spring 1 isnot damaged by the layer element during operation. For this reason, thelayer elements 9B, 9C and 10B, 10C in the end regions 9B1, 9B2, 9C1,9C2, 10B1, 10B2, 10C1, 10C2 thereof are designed with ends that arerounded and bent toward the outside with respect to the surface 11 ofthe transverse leaf spring 1, where the curved or bent up ends 9B1, 9B2and 10B1, 10B2 of the layer elements 9B and 10B have a centering orpositioning function of the insertion devices 9 and 10 with respect tothe outer bearing shells 6 and 7, and stop or prevent slipping of theinsertion devices 9 and 10 with respect to the outer bearing shells 6and 7 during extreme bearing loads.

FIG. 9 shows a side view of the transverse leaf spring 1 and the bearingmechanism 4 without the outer bearing shells 6 and 7. The representationaccording to FIG. 9 highlights that the resilient layer elements 9A and10A are each formed with laterally disposed elastic stop regions 18, 19that in the assembled state of the bearing mechanism 4 are disposedbetween the lateral surfaces of the transverse leaf spring 1 extendingin a vertical direction z of the vehicle, and the outer bearing shells 6and 7. The insertion devices 9 and 10 are positioned in the longitudinaldirection x of the vehicle, via the stop regions 18 and 19, and offer asoft support of the transverse leaf spring 1 at the outer bearing shells6 and 7 in the x-direction or the longitudinal direction of the vehicle.

In contact regions facing the transverse leaf spring 1 and/or in thecontact regions facing the outer bearing shells, the stop regions 18 and19 can be formed having projections and/or recesses oriented at leastapproximately in the longitudinal direction of the vehicle, in order torepresent different bearing stiffnesses of the bearing mechanism 4 viathe bearing shift. Additionally, the stop regions of the insertiondevices 9 and 10 can be designed differently in front and in the backwith respect to the longitudinal direction of the vehicle, in order tobe able to represent correspondingly different bearing characteristics.

FIG. 10 represents the stop regions 18A, 18B and 19A, 19B of theinsertion devices 9 and 10 on both sides of the transverse leaf spring 1in the longitudinal direction of the vehicle. The outer bearing shells 6and 7 are connected together in the region of bore holes 20, 21 by meansof the bolt device 8 not represented in more detail in FIG. 10, via atleast two bolt elements, and can be fastened additionally to the vehiclechassis or to an auxiliary frame.

FIG. 11 and FIG. 12 show a further example embodiment of the transverseleaf spring 1 and the bearing mechanism 4 or 5, in which the transverseleaf spring 1 is formed without the elevations 16 and 17 of thetransverse leaf spring 1 in the contact region of the layer device 4according to FIG. 8 to FIG. 10, and the insertion devices 9 and 10 areagain designed with insertion parts 9D and 10D. The insertion parts 9Dand 10D transfer the force from the transverse leaf spring 1 to themulti-part insertion devices 9 and 10 that are resilient at least insections, which in turn introduce the acting forces into the outerbearing shells 6 and 7.

The insertion parts 9D and 10D in the bearing mechanism 4 according toFIG. 11 and FIG. 12 are each disposed between the surface 11 of thetransverse leaf spring and the layer elements 9C or 10C. The furtherdesign of the insertion devices 9 and 10 corresponds substantially tothe design of the insertion devices 9 and 10 according to FIG. 8 to FIG.10.

Depending on the application case, the insertion parts 9D and 10D of theinsertion devices 9 and 10 can be connected to the resilient layerelements 9A or 10A, by vulcanization for example, in order to simplifyassembly of the bearing mechanism 4, and to possibly provide a resilientcoating of the insertion parts 9D and 10D which in a simple mannerprevents or reduces damage to the surface 11 of the transverse leafspring 1 during operation.

FIG. 13 to FIG. 21 show embodiments of the regions of the transverseleaf spring 1 producing the form-locking between transverse leaf spring1 and the bearing mechanism 4. The embodiments represented in FIG. 13 toFIG. 21 differ only in partial regions, which is why in the followingdescription only the differences between the individual embodiment aredescribed, and the description of FIG. 13 is referenced regarding thefurther functionality of the recesses.

In the embodiment represented in FIG. 13, the transverse leaf spring 1is strongly compressed in the vertical direction of the vehicle, or inthe z-direction, and formed with the same width as in the remainingcross-sectional region of the transverse leaf spring 1. Thereby thecompressed region, or the region of the recesses 11C and 11D of thetransverse leaf spring 1, have an increased portion of fibers. Due tothe recesses 11C and 11D, increased transverse forces acting in theregion of the bearing mechanism 4 can be reliably introduced from thetransverse leaf spring 1 into the bearing mechanism 4. The transitionbetween the recesses 11C and 11D and the adjacent surface 11 of thetransverse leaf spring 1 is formed optimized for stress via a cosinecontour having tangential starting and ending shapes so that duringoperation only minor stress increases occur in the region of therecesses 11C and 11D.

The regions 1C and 1D of the transverse leaf spring 1 substantially takeon the task of centering the bearing mechanism 4 on the transverse leafspring 1 in the longitudinal and transverse direction, while the regions1C and 1D are mainly not involved, or only to a small extent, in thetransmission of force between the bearing mechanism 4 and the transverseleaf spring 1. The shapes of the regions 1C and 1D are each designedwith smooth transitions to the recesses 11C and 11D, where mainly resinaccumulates in the regions 1C and 1D during production of the transverseleaf spring 1. Due to this manner of processing, an abrupt redirectionof the fiber in the cross-section of the transverse leaf spring 1 isavoided.

In the embodiment of the transverse leaf spring 1 represented in FIG.14, the regions 1C and 1D are designed with a transition to the recesses11C and 11D that is less smooth, and having an outer shape that issubstantially nearly semi-cylindrical. Compared to the shape of theregions 1C and 1D represented in FIG. 13, the semi-cylindrical outershape facilitates a simpler production of the tool which is used formanufacturing the transverse leaf spring 1. The regions 1C and 10 of theexample embodiment of the transverse leaf spring 1 represented in FIG.14, substantially take on only the centering of the bearing mechanism 4at the transverse leaf spring 1 in the longitudinal and transversedirection, and are not involved, or only minimally involved, in thetransmission of forces between the bearing mechanism 4 and thetransverse leaf spring 1. The shapes of the regions 1C and 1D aredesigned such that the fibers of the transverse leaf spring 1 do nothave any substantial redirection, and that the stiffness of thetransverse leaf spring 1 corresponds to the stiffness of transverse leafsprings designed without the regions 1C and 1D.

In the example embodiment of the regions 1C and 1D shown in FIG. 15,these regions are formed having two noses designed at leastapproximately in the shape of a truncated cone, disposed in the regionsof the outer sides of the transverse leaf spring, and using these nosesthe bearing mechanism 4 is centered on the transverse leaf spring 1. Theregions 1C and 1D again essentially accumulate resin in order to preventabrupt redirection of the fibers in the region of the recesses or theregions 1C and 1D.

In the further example embodiment of the transverse leaf spring 1according to FIG. 16, the regions 1C and 1D are formed as noses 1C1 to1C4, disposed in the region of the outer sides of the transverse leafspring 1, where the transitions between the recesses 11C and 11D and thenoses 1C1 to 1C4 are formed again optimized for stress. In the exampleembodiment of the transverse leaf spring 1 according to FIG. 17, theregions 1C and 1D are formed with noses 1C1 and 1C2 disposed in thecenter region of the transverse leaf spring 1.

The further embodiment of the transverse leaf spring 1 represented inFIG. 18, the region of the recesses 11C and 11D of the transverse leafspring 1, is formed with ribs 100A to 100E and grooves 200A to 200D thatin the compressed state of the leaf spring 1 alternate and extend in thetransverse direction of the vehicle, and that support the function ofthe regions 1C and 1D. The number of ribs 100A to 100E is selecteddepending on the width of the transverse leaf spring 1 and the depth ofthe grooves 200A to 200D, where the side ribs 100A and 100E can beomitted if necessary. In the region of the grooves 200A to 200D, thefiber portion of the transverse leaf spring is compressed or partiallydisplaced onto the ribs 100A to 100E, where the transitions between theribs 100A to 100E and the grooves 200A to 200D as well as between theremaining surface 11 of the transverse leaf spring 1, are designedoptimized for stress so that only minimal stress increases are generatedin the transitions. The depth of the grooves 200A to 200D varies in thetransverse and longitudinal direction of the vehicle, each substantiallyhaving a maximum in the center region, and minimums at opposing edgeregions in the transverse vehicle direction.

The embodiment of the transverse leaf spring 1 represented in FIG. 19 isformed with recesses 11C and 11D each of which comprises a rotatedcosine contour, and is stamped into the surface 11 of the transverseleaf spring 1. In the assembled state of the transverse leaf spring 1,the recesses 11C and 11D are each bounded, in the longitudinal directionof the vehicle x, by edge regions 115 and 116 of the top side 111 andthe bottom side 112, formed between a top side 111 and a bottom side 112and lateral surfaces 113, 114 of the transverse leaf spring 1, where inthe region of the edge regions the thickness of the transverse leafspring 1 preferably corresponds substantially to the thickness outsideof the recesses 11C and 11D. As a result of this contour only a minimalstress increase arises in the transition between the bearing location ofthe transverse leaf spring 1 and the remainder of the surface 11 of thetransverse leaf spring 1 surrounding the bearing location. The width ofthe transverse leaf spring 1 remains substantially uniform, whereby inthe cross section of the transverse leaf spring an increased portion offibers is present in each of the regions of the recesses 11C and 11D.

Due to these recesses 11C and 11D each represented by an indentation,increased transverse and longitudinal forces can be easily transferredfrom the bearing mechanism 4 into the transverse leaf spring 1. Duringassembly of the bearing mechanism 4, the insertion devices 9 and 10 arecentered on the transverse leaf spring 1 in both the longitudinal andtransverse direction of the vehicle by means of the recesses 11C and11D.

Depending on the present application case, other suitable rotationallysymmetric shapes can be provided for the shape of the recesses of thetransverse leaf spring, such as a truncated cone, a hemisphere or thelike, each having rounded transitions to the remaining surface 11 of thetransverse leaf spring 1.

In the example embodiment of the transverse leaf spring 1 according toFIG. 20, the recesses 11C and 11D of the transverse leaf spring 1 arestamped into the transverse leaf spring with a rounded rectangular shapehaving a cushion-like shape. The contour can be produced by twoperpendicularly overlapping cosine contours, which guarantees a minimalstress increase in the region between the bearing location of thebearing mechanism 4 of the transverse leaf spring 1 and the remainingsurface 11 of the transverse leaf spring 1. Principally, the possibilityexists to design the transverse leaf spring also in the region of therecesses 11C and 11D with the same width as in the remaining progressionof the transverse leaf spring 1, whereby an increased portion of fibersis present in the cross section of the transverse leaf spring in theregion of the recesses 11C and 11D. In the assembled state of thetransverse leaf spring 1, the recesses 11C and 11D are each bounded, inthe longitudinal direction of the vehicle x, by edge regions 115 and 116of the top side 111 and the bottom side 112, formed between a top side111 and a bottom side 112 and lateral surfaces 113, 114 of thetransverse leaf spring 1, where in the region of the edge regions thethickness of the transverse leaf spring 1 preferably correspondssubstantially to the thickness outside of the recesses 11C and 11D.

The embodiment of the transverse leaf spring 1 represented in FIG. 21,in the region of the recesses 11C and 11D, comprises a region 1C or 1Deach extending over the entire width of the transverse leaf spring 1,where during production the transverse leaf spring 1 is stronglycompressed in the vertical direction of the vehicle, or z-direction.This in turn leads to an increased portion of fiber in the contactregion of the bearing mechanism 4. The main function of the regions 1Cand 1D is centering the bearing mechanism 4 on the transverse leafspring 1 in the longitudinal direction. If the regions 1C and 1D aredesigned, starting from a center region of the transverse leaf spring 1,increasing slightly in the direction toward the outsides of thetransverse leaf spring 1 in the longitudinal direction of the vehicle,then it is also possible to center the bearing mechanism 4 on thetransverse leaf spring 1 in the transverse direction.

Basically, it is also possible to, In the assembled state of thetransverse leaf spring 1, to bound the recesses 11C and 11D of theembodiments shown in FIG. 13 to FIG. 18 as well as FIG. 21 in thelongitudinal direction of the vehicle x, by edge regions 115 and 116 ofthe top side 111 and the bottom side 112, formed between a top side 111and a bottom side 112 and lateral surfaces 113, 114 of the transverseleaf spring 1, where in the region of the edge regions the thickness ofthe transverse leaf spring 1 preferably corresponds substantially to thethickness outside of the recesses 11C and 11D.

In general, the subject matter according to the invention describedabove, and the different embodiments of the subject matter according tothe invention offer the possibility to support forces and torquesapplied during operation of a vehicle in the region of a transverse leafspring without through bores in the transverse leaf spring to thedesired extend in the region of the vehicle chassis. Additionally, thisrequirement is also guaranteed without introducing a foreign part intothe transverse leaf spring. This means that forces and torques ofcentral bearings can be transferred again onto a transverse leaf springwithout negatively impacting the durability of a transverse leaf springby holes for bolts or rivets, or other strong redirections of thefibers.

The bearing mechanisms according to the invention are formed with therespectively required high stiffness, and the surface of a transverseleaf spring is not damaged during operation by the appropriately formedbearing mechanisms. Furthermore, the smallest possible stresses duringoperation occur in the region of the surface of a transverse leafspring, whereby the transverse leaf spring is not damaged by the bearingmechanism even in the case of alternating loading. Relative movements inthe region between the surface of the transverse leaf spring and thebearing mechanisms or the central bearing are avoided in aconstructively simple and space-saving manner. The bearing designaccording to the invention additionally offers in a simple manner thepossibility that the torsion axis lies parallel to an x-y plane, and inthe longitudinal direction, or x-direction, of the vehicle intersectswith the neutral fiber of the transverse leaf spring. An exactpositioning of the bearing mechanism on the transverse leaf spring islikewise guaranteed both in the x- and y-direction, whereby a transverseleaf spring can operate with high precision.

If needed, the bearing mechanism according to the invention makes itpossible to fasten the bearing leaf spring directly to the vehiclechassis or to the auxiliary frame, without insulation of an auxiliaryframe with respect to the vehicle chassis.

The bearing mechanism according to the invention can, without costlyconstructive measures, also be integrated into different wheelsuspension configurations, which are formed having a transverse leafspring and similar fiber composite components.

The upper and lower halves of the bearing mechanism 4 with respect tothe vertical axis z of the vehicle can, depending on the respectivelypresent application, be formed both symmetrically as well as with smallasymmetries, where bearing asymmetries of the bearing mechanism 4 can beutilized in a targeted manner for adjusting the bearing stiffness in thedifferent directions.

REFERENCE CHARACTERS

-   1 transverse leaf spring-   1A, 1B end region-   1C, 1D region-   1C1 to C4 nose-   2, 3 outer bearing-   4, 5 bearing mechanism-   6 outer bearing shell-   6A projection-   7 outer bearing shell-   7A projection-   8 bolt device-   8A to 8D bolt element-   9 insertion device-   9A layer element-   9A1, 9A2 bulge-like end region-   9A3, 9A4 cavity-   9B layer element-   9B1, 9B2 end region-   9C layer element-   9C1, 9C2 end region-   9D insertion part-   9D1 recess-   9E contact surface-   9F receiving device-   10 insertion device-   10A layer element-   10A1, 10A2 bulge-like end region-   10A3, 10A4 cavity-   10B layer element-   10B1, 10B2 end region-   10C layer element-   10C1, 10C2 end region-   10D insertion part-   10D1 recess-   10E contact surface-   10F receiving device-   11 surface of the transverse leaf spring-   11A, 11B support surface-   11C, 11D recess of the transverse leaf spring-   12 contact surface of the bearing shell-   13 web-   14 neutral fiber-   16, 17 elevation-   18, 19 stop region-   18A to 19B stop-   20, 21 bore hole-   100A to 100E rib-   111 top side of the transverse leaf spring-   112 bottom side of the transverse leaf spring-   113, 114 lateral surface of the transverse leaf spring-   115, 116 edge region of the transverse leaf spring-   200A to 200D groove-   E3 to E10 sectional plane-   TE1, TE2 separation plane-   x longitudinal direction of the vehicle-   y transverse direction of the vehicle-   z vertical direction of vehicle

The invention claimed is:
 1. A bearing mechanism (4, 5) of a transverseleaf spring (1) for mounting in a region of a vehicle axle of a vehicle,the bearing mechanism comprising: outer bearing shells (6, 7) that areconnectable with one another, insertion devices (9, 10) with at leastsome regions of the insertion devices (9, 10) being encompassed by theouter bearing shells (6, 7), and each of the insertion devices (9, 10)comprising at least two layer elements (9A to 9C, 10A to 100) havingdifferent stiffnesses; the insertion devices (9, 10), in an assembledstate, each being disposed between the outer bearing shells (6, 7) andthe transverse leaf spring (1); the insertion devices (9, 10) beingconnectable to the outer bearing shells (6, 7) and the transverse leafspring (1), via at least one bolt device (8) which connects the outerbearing shells (6, 7) together with one another and to a vehicle chassisat least in a force locking manner; and at least two layer elements (9B,9C, 10B, 10C), formed with a greater stiffness, being half-shell shapedand convex between end regions (9B1, 9B2, 9C1, 9C2, 10B1, 10B2, 10C1,10C2) oriented in an axial direction of the transverse leaf spring (1),and the each opposed end region (9B1, 9B2, 9C1, 9C2, 10B1, 10B2, 10C1,10C2) of the at least two layer elements (9B, 9C, 10B, 10C), formed withgreater stiffness, pointing away from an adjacent surface (11) of thetransverse leaf spring (1) so as to avoid damage to the adjacent surface(11) of the transverse leaf spring during large deflection.
 2. Thebearing mechanism according to claim 1, wherein the outer bearing shells(6, 7) are each at least approximately L-shaped and joined to oneanother in a region of two separation planes (TE1, TE2).
 3. The bearingmechanism according to claim 1, wherein the outer bearing shells (6, 7)are each at least approximately U-shaped and joined to one another in aregion of a separation plane (TE1).
 4. The bearing mechanism accordingto claim 1, wherein the outer bearing shells (6, 7), in the assembledstate in regions that laterally overlap the transverse leaf spring (1)in a vertical direction of the vehicle, are each formed with a web (13)by which movement of the insertion devices (9, 10), in a longitudinaldirection of the vehicle, is limited.
 5. The bearing mechanism accordingto claim 1, wherein at least the layer elements (9A, 10A), formed with alower stiffness, comprise recesses (9A3, 9A4, 10A3, 10A4).
 6. Thebearing mechanism according to claim 1, wherein at least sections of thelayer elements (9B, 9C, 10B, 10C), formed with greater stiffness atleast in the end regions (9B1, 9B2, 9C1, 9C2, 10B1, 10B2, 10C1, 10C2),have a resilient protective coating.
 7. The bearing mechanism accordingto claim 1, wherein at least sections of each of the layer elements (9A,10A), formed with lower stiffness, when in the assembled state,encompass the transverse leaf spring (1) with stop regions (18A, 18B) ina longitudinal direction (x) of the vehicle and a vertical direction (z)of the vehicle.
 8. The bearing mechanism according to claim 7, whereinthe stop regions (18A to 19B), in at least one of contact regions facingthe transverse leaf spring (1) and contact regions facing the outerbearing shells (6, 7), have at least one of projections and recessesoriented at least approximately in the longitudinal direction (X) of thevehicle.
 9. The bearing mechanism according to claim 1, wherein at leastone of the insertion devices (9, 10) is formed in the contact surfaces(9E, 10E) facing a support surface (11A, 11B) of the transverse leafspring (1), and has at least one receiving device (9F, 10F) into which,in the assembled state of the insertion devices (9, 10), a region (1C,1D) of the transverse leaf spring (1) engages.
 10. The bearing mechanismaccording to claim 9, wherein the transverse leaf spring (1), in aregion of the support surface (11A, 11B), is formed with a recess (11C,11D) for receiving and engaging with one of the insertion devices (9,10).
 11. The bearing mechanism according to claim 9, wherein the region(1C, 1D) of the transverse leaf spring (1), engaging into the insertiondevice (9, 10), is provided in a region of recess (11C, 11D) of thetransverse leaf spring (1).
 12. A bearing mechanism (4, 5) of atransverse leaf spring (1) for mounting in a region of a vehicle axle ofa vehicle, the bearing mechanism comprising: outer bearing shells (6, 7)that are connectable with one another, two insertion devices (9, 10)with at least some regions of the insertion devices (9, 10) beingencompassed by the outer bearing shells (6, 7), and each of two theinsertion devices (9, 10) comprising at least two layer elements (9A to9C, 10A to 10C) having different stiffnesses; the two insertion devices(9, 10), in an assembled state, being disposed between the outer bearingshells (6, 7) and the transverse leaf spring (1); the two insertiondevices (9, 10) being connectable to the outer bearing shells (6, 7) andthe transverse leaf spring (1), via at least one bolt device (8), in aforce locking manner; wherein layer elements (9A to 10A), formed with alower stiffness, encompass the outer bearing shells (6, 7) withbulge-like end regions (9A1, 9A2, 10A1, 10A2) and, in the assembledstate, point in a transverse direction of the vehicle, and projections(6A, 7A) of the outer bearing shells (6, 7) engage into the bulge-likeend regions (9A1, 9A2, 10A1, 10A2) of the outer bearing shells (6, 7).13. A bearing mechanism (4, 5) of a transverse leaf spring (1) formounting in a region of a vehicle axle of a vehicle, the bearingmechanism comprising: outer bearing shells (6, 7) that are connectablewith one another, two insertion devices (9, 10) with at least someregions of the insertion devices (9, 10) being encompassed by the outerbearing shells (6, 7), and each of two the insertion devices (9, 10)comprising at least two layer elements (9A to 9C, 10A to 10C) havingdifferent stiffnesses; the two insertion devices (9, 10), in anassembled state, being disposed between the outer bearing shells (6, 7)and the transverse leaf spring (1); the two insertion devices (9, 10)being connectable to the outer bearing, shells (6, 7) and the transverseleaf spring (1), via at least one bolt device (8), in a force lockingmanner; wherein an insertion part (9D to 10D), formed at least nearlysemi-cylindrically, is disposed between the at least two layer elements(9A to 9C, 10A to 10C), having different stiffnesses, and the transverseleaf spring (1), and the insertion parts are formed with a greaterstiffness than layer elements (9A, 10A) which are formed with a lowerstiffness.
 14. The bearing mechanism according to claim 13, wherein theinsertion parts (9D, 10D), at least in the assembled state, are eachformed with a resilient protective coating in contact regions facing thetransverse leaf spring (1).